Control system



H. KLECKLER.

CONTROL SYSTEM.

APPLICATION FILED FEB. 29, 1916.

Patented July 22, 1919.

Z SHEETS-SHEET 1.

l/VI/ENTOR HENE'Y KLECKLEE.

- nrromvsy H. KLECKLER.

CONTROL SYSTEM.

APPLICATION FILED FEB. 29, 1916.

1,3 1 1 1 29. Patenified July 22, 1919.

2 SHEETS-SHEET 2- 59 INVENTOR HENRY KLE'CKLEE A TTOR/VE V 1 STATES PA-HENRY KLEoKLER, or BUFFALO, NEW YORK, ASSIGNOR, BY EsNE ASSIGNMENTS, T0ouR'rIss AEROPLANE AND MOTOR coRPo AnoN, 0F BUFFALO, NEW YORK, A COR-PORATION OF NEW YORK.

CONTROL SYSTEM.

I Specification of Letters Patent. Patented July 22, 191

7 Application filed February 29, 19-16. Serial No. 81, 129. u

- designed to navigate the air;

Anyone conversant with the artto which the present invention appertainscan readily appreciate the many mconvenlences, annoyances, anddlsadvantages arlsing as a result of the confused and involvedarrangement of the cable'leads if disposed principally interiorly of thehull or body of the craft.

Such an arrangement not only necessitates the employment of a number ofpulleys, brackets, etc., objectionable per 86, but necessitates aninvolved and complicated disposition of cables with the result thatcrossings,

which lead to friction and wear, invariably exist. The old and complexarrangement of the control elements is further objectionable in that theleads do not extend directly to the surfaces under control but turn,cross,

and interengage with the. result that acomplication of elements is inevidence. The leads of this system, by reason of their location,interiorly of the cockpit or cabin,

greatly reduce the'useful space and since they are exposed, aresubjected to knocks, blows and other hardships, which cannot help butlead to impaired or weakened cables and oft-times disaster with aresulting fatal injury to the occupants of-the machine. In

so far as known to me, it is the universal practice to so arrange anddispose the various cables and leads for the several controls.

With the above in view, it is, therefore, the primary object of thepresent invention to obviate the existing chaos and confusion in thedisposition of the leads and .to substitute therefor an improved andellicient system of controls including a primary control means and asecondary control means, the secondary control means, although of thesame orderas said primary controlmeans, being located wholly forwardlythereof, and

preferably in such relation to :the instru independently actingsecondary control devices located forwardly of said primary controldevices, and leads extending aft from the secondary control deviceswholly without the body'of the craft to such elements of thecontrol'surfaces as require movement incident to flight.

I further contemplate an improved primary 'control mechanism forassociation with the rudder leads; an improved bearing support. for theshaft tobe hereinafter described as forming a part of the secondarycontrol means for the elevator; and an improved construction,combination and arrangement' of parts whereby the elements constitutingthe system of control are interconnected anddisposed with a view tosimplicity, symmetry, and efficiency.

The secondary control means is of the same order as'the primary controlmeans, that is, the secondary control is adapted to duplicate themovements of the primary control devices and to transmit these movementsdirectly to the control surfaces. Both are simultaneously operable to acommon end, namely, to effect control of the control tained, all asfully described with reference to the accompanying drawings. and moreParticularly pointed out in the claims.

In said drawings, wherein similar charactors of reference designatecorresponding parts throughout the several views:

- means for the elevators of' the machine.

Fig. 2 1s a detail vertical sectional view of a portion of the controlbridge and its hear ing support;

Fig. 3 is a detail sectional view of the elevator cross shaft and itsassociate mechanism;

-- Fig. 4 is a detail view of the connection between one of theconnecting rods and the control bridge;

Fig. 5 is an enlarged section on the line 55-of Fig. 3, and I Fig. 6 isa detail longitudinal sectional view of the dei'shaft.

Before proceeding the drawings, I desire to call particular attention tothe fact that while-I have evolved and illustrated my invention withreference to its use and association with aircraft of the hydroaeroplanetype, the same, if desired, may be utilized with equally efiicaciousresults'in connection with aeroplanes and'in fact any and all craftdesigned for aerial flight.

The hydroaeroplane indicated in the drawing by dotted lines comprisesthe usual hull 10, hydroplaning bottom 11, bilge fins 12, and cabin 13,the latter inclosing What I shall hereinafter term the primary controlSaid primary control means, designated as an entirety by'the numeral 14,is of the well known dual Deperdussin type comprising the usual bridge15, control wheels 1616 and-interwheel connecting element 17. Theterminals of the bridge are fastened to the sides of the hull,interiorly of the cabin 13, adjacent the flooring thereof and in amanner illustrated to advantage in Fig. 2. Laminated plates or strips18-18, bolted together as indicated at 19, reinforce and collectivelyconstitute the mentioned bridge. 7

While I have illustrated a particular form of support for the brid e 15,it is to be understood before descri ing said'supplort, 50

that its construction may be varied wit out limitation except in so faras hereinafter pointed out. It is desirable and in fact es sentialthatthe terminals of the bridge be spaced from the inner walls of thehull ateach side thereof to insure unrestricted oscillation thereof indirecting flight. To accomplish this, I employ brackets 20 of a designconducive to lightness and yet rigidity and strength. Since the bracketsthus utilized are of a duplicate construction, a

' detailed descri tion of but one of said brackets will be su cient.

Each bracket 20 in its preferred embodiment comprises a base plate 21,fastened by any suitable means to the hull structure 10,

guard-cup for the vertical rud-- with a description of.

a head plate 22, somewhat smaller, and radial legs 23 connectin andbracing the mentioned plates. A hol ow concentric stub shaft 24, madeintegral with the plates 21 and 22, .is mounted to engage with aballbearing 25 in turn mounted and secured, by any suitable means, tothe bridge 15. The

disposition of the brackets 20 within, and at a each side of the hull 10to support the bridge 15, and the utilization of ball-bearings 25 in themanner indicated in Fig. 2, will permit secondary control means 28entirely independent of the secondary control means 26 isassociateddirectly with the said primary control means 27, both the said secondarycontrol means 28 and the said secondary control means 26 being locatedforwardly of their respective associate primary "control 'means andbehind or in advance of the instrument board 29 to be thus inclosed,protected and accordingly removed from view.

The secondarycontrol means 26 comprises .an elevator cross-shaft 30,arms 31 mounted tive arms with the bridge 15 and walking beams 33. Saidshaft 30 is hollow and of a length to project beyond the sides of thehull 10 to accordingly space the walking beams 33, mounted at theterminals of the shaft, without the hull and sufliciently beyond thesides thereof to permit the elevator leads 34-, which are to beconnected to the walking beams, to extend rearwardly to the elevatorwholly without the body of the craft and free from engagement with thesides thereof at any point.

N on said shaft, rods 32 connecting the respec- Ball-bearings 35 engagewith the shaft'30' at-points in close proximity to the walking beams 33and without the'hull or body 10 to insurea maximum of strength and as aconsequence preclude distortion of the shaft 30 "should the walkingbeams 33 mounted there on be subjected to an excessive strain. Tothusposition the bearings 35 without the hull and laterally beyond thesides thereof, I

utilize sleeves 36, one for each bearing, each sleeve having a diametersomewhat greater than thediameter of the shaft 30 which is mounted topass concentrically therethrough. Each sleeve, like the shaft, ismounted to penetrate the sides of the hull. A flange 37 is formed oneach sleeve at its inner end to engage with the inner wall of the hulladj acent the opening therein through which the sleeve extends thatbolts or other fastening devices may serve to securely fasten the saidsleeve-in place. To close the outer end of each sleeve 36, a terminalcap 38 is provided.

While I have illustrated and shall describe the arms 31 as of aparticular constructiomit is to be observed that I make no claim theretosince it is 'well within the purview ,of, my, invention to modify thisparticular featur'e without vlimitation. The arms engage with the shaft30, interiorly of the l 1ul l.10,,one adjacent each end of the shafts vWhen normal, the arms extend forwardly; at a slight angle and indiverging relation that their terminals may be disposed inahorizontalplane to the extensions of the bridge 15 to which they areconnected by means, of the rods 32.

Each arm in cross section is substantially square and of a constructionhaving a graduallydecreasing perimeter from its inner end out. Channelplates 39 and flat plates 40, brazed together, constitute each arm, thechannel plates, as illustrated in Fig. 3, being extended beyond theterminals ofthe flat plates to form at the free end of each arm, ineffect, a bifurcation, reinforced as indicated at 41, to receive thereinthe forward-endof its associated connecting rod 32. Said' rod 32 ispivoted in said bifurcation as indicated at 42.

q; i The means utilized to secure the arms 31 totheshaft 30 is hereshown as comprising a sleeve 42 of a size and diameter'to snugly engagewith said shaft to which it is keyed or otherwise secured in a mannerpermitting of longitudinal adjustment thereon when required.

Eyeebolts 43 are utilized to-fasten the aft terminals of the connectingrods 32 to the bridge 15, each bolt penetrating the laminated strips orplates 18 constituting the bridge, to. permit of securement, asindicated inFi 2,;.by means of a nut 44 threaded on each olti Theeye-bolts 43 being turnable with respect to the bridge, it is evidentthat the movement of the latter, when oscillated, will be imparted tothe arms 31 where it is transmitted via the shaft 30 to the walkingbeams 33 and to the elevator leads 34, each of the several parts beinglocated forwardly of the primary control means 14'and behind theinstrument board 29 if viewed from the cabin.

Passing on to a detailed description of the primary control means2'7,45-45 designate duplicate opposed foot bars, each of which ispivoted equidistant from its ends as indicated at 46 in such proximityto the aviators seat (not shown) as to be conveniently manipulated byfoot pressure. Castings 47 mount the respective foot bars.

A vertical rudder operating shaft 48 is mounted forwardly of theco-acting foot bars 45 and with a T-head 49 and walking the shaft 48 ismounted to extend from a point within to a point without the hull 10 ofthe flying boat, being mounted at its inner end as indicated at 52andbraced at its outer end to the cabin structure 13 by means of a bracketor brace 53 of a construction affording for said shaft 48 a bearing. Thewalking beam 50 is mounted at the extreme outer end of the shaft. Thebracket 53 is braced as indicated at 54.

The rudder leads 55 of the control system are secured at their forwardends to'the terminalsof thewalking 'beam 50 that 1110- tion imparted tothe; foot bars 45 may be transmitted to said rudder leads via the links51, the T-head 49, the shaft 48 and the walking beam 50. v

Since the shaft 48 is mounted to penetrate the hull structure adjacentthe forward end thereof, it is evident that 'a means must be provided.whereby the wash coming in contact with the shaft, cannotdrain to theinterior of the hull; This preferably comprises a substantiallyfrusto-conical guardcup 56 fastened or secured as indicated at 57 tosaid shaft directly over an opening in the top surface of the hullthrough which the shaft extends. 1 An inner guard strip 58, se-

, curedas at 59 to the hull structure, is adapted to, yieldingly engagewith the shaft and co-act with the -guard cup in precluding drainagethrough said opening.

a From the foregoing it is evident thatthe secondary means in eachinstance is located in advance of the primary control means and sosituated with respect to the cockpitor cabin of the craft as to in noway impede or interfere with the free body movement of the aviator; thatthe wearand tear incident to friction arising as a result of crossingcables cannotflmder any circumstances, occur; and that the connectionbetween the control system andthe empennage elements is not only directbut'entirely removed from contact with the cockpit or cabin at anypoint.

In conclusion, it is to be observed that the rear arrangement of thecontrol elements is such in its nature as'to offer to the aviator or tothe passengers a maximum of space in which to move about without comingin contact with the empennage leads heretofore located interiorly of thecockpit or cabin.

In practice I have found that the form of my invention hereinillustrated is the most efficient and practical, yet realizing thatconditions concurrent with the adoption of my control system will of anecessity vary to said main body and forwardly of said chamher,connections between said forwardly located devices and said deviceslocated in the chamber, said forwardly located devices projectingoutwardly through and beyond the main body, and connections between saidextended portions of the o erable devices and the control surfaces, sailatter connections being located exteriorly of the main body.

2. In a control system for aircraft, the combination of control surfacesof different control characteristics, a main aircraft body having acockpit therein, separate control devices for said surfaces located insaid cockpit, intermediate control devices corresponding to said firstnamed control devices which are located within the main bodyandforwardly thereof, said forwardly located control devices extendingtransversely. of the main body to points exteriorly thereof, operatingconnections between said extended portions of the control devices andthe respective control surfaces which are located exteriorly of the mainbody, and connections between the control devices located in the cockpitand the forwardly located devices whereby the operator may effectcontrol of the surfaces directly through the cockpit devices withoutinterference with the exteriorly located connections.

3. In a control system for aircraft, the combination of control surfaceshaving different control characteristics, a main body having a controlcockpit therein, control devices for said surfaces extendingtransversely of the main body and projecting therethrough to ointsexteriorly thereof, operating connections between said control surfacesand the respective operating devices, said connections being arrangedwholly exteriorly of said body, dual control devices located in thecockpit, and operative connections between each of the dual controldevices and the transversely extending devices for the purpose setforth.

4. In a control system for aircraft, the combination of a controlsurface, a main body, a vertical control shaft located in said body andprojecting through and beyond the upper side thereof, operativeconnections between the upper end of said vertical shaft and the controlsurface, control devices for said surfacelocated rearwardly of thevertically' disposed shaft, and operative connections between saidcontrol device and said vertically disposed shaft for the purpose setforth.

' 5. In a control system for aircraft, the combination of an elevatorand rudder and main body or fuselage having a pilots chamber therein. atransverse shaft longitudinally displaced along said fuselage from saidpilots chamber and extending through and beyond the walls of thefuselage, said shaft carrying on its overhanging ends means for engagingcontrol connections which lead to the elevators, a second transverseshaft journaled in said main body and extending beyond a side thereof,operative connections between the projecting end of said last namedshaft and the rudder, a control bridge mounted within said pilotschamber, a foot bar control device also located in said pilots chamber,and operative connections respectively between said control bridge andsaid foot bar and said transverse shaft.

6. In a control system for aircraft, the combination of a main body orfuselage having a pilots chamber therein, control surfaces including anelevator and a rudder, a transverse operating shaft journaled in saidmain body and extending beyond the sides of the fuselage, operativeconnections located exteriorly of said main body and disposed betweenthe overhanging ends of said transverse shaft and the elevators, asecond transverse shaft journaled in said main body and projectingbeyond a side thereof, operative connections located wholly exteriorlyof the main body and disposed besaid pilots chamber, and operating.connections between said bridge and said foot bar andtheir correspondingtransverse shafts.

-7. A controlsystem for the elevator of an aircraft including a shaftmounted to extend transversely through and beyond the sides of the bodyof the craft, a connection between the extended terminals of said shaftand the elevator, and bearings for said shaft spaced beyond the sides ofsaid body.

8. A control system for the elevator of an aircraft including a shaftmounted to extend through and beyond the sides of the body of the craft,a sleeve mounted adjacent each end of the shaft and through which theshaft extends, bearings for the shaft mounted in each sleeve at a pointspaced beyond the sides of said body, and a connection between theextended terminals of said shaft and the elevator.

9. A control system for the elevator of an aircraft including a shaftmounted to extend transversely through and beyond the sides of the bodyof the craft, bearings for the said shaft spaced laterally beyond thesides of said body, a connection between the terminals of the shaft andthe elevator, and a control means for said shaftlocated aft thereofwithin said body.

10. A control system for the control surfaces of an aircraft, includinga shaft mounted to extend transversely through and beyond a wall of thebody of the craft, a connection between the extended terminal of saidshaft and the control surfaces, and a bearing for said extended terminalspaced beyond the wall of said body.

11. A control system for the control surfaces of an aircraft, includinga shaft mounted to extend through and beyond a wall of the body of thecraft, a sleeve mounted adjacent the extended terminal of the shaft andthrough which the shaft extends, a bearing for said extended terminalmounted in said sleeve at a point spaced beyond the wall of said body,and a connection between the extended terminal and the control surfaces.

12. A control system for the control" surfaces of an aircraft, includinga shaft mounted to extend transversely through and beyond a wall of thebody of the craft, a bearing for the extended terminal of said shaftspaced laterally beyond said wall, a connection between said terminaland the control surfaces, and a control means for said shaft located aftthereof within said body.

13. In an aircraft, the combination of an aircraft body or fuselagehaving a transverse partition therein and having a pilots chamberadjacent said partition, a control bridge mounted within said chamber, acontrol mechanism mounted adjacent said partition but on the oppositeside thereof from said control bridge, said control mechanism havingcontrol cables leadingtherefrom to the control surfaces, operativeconnections passing through said partition and connecting with both saidcontrol bridge and said control mechanism, whereby said controlmechanism, including the control cables are all exteriorl arranged withrespect to said pilots cham er for the purpose set forth.

14. In an aircraft, the combination of a body or fuselage having apartition arranged transversely thereof and a pilots cockpit arrangedadjacent one side of said partition, a control bridge mounted withinsaid cockpit, a control mechanism carried by said body on the oppositeside of said partition from said bridge control, said control mechanismincluding a shaft transverse to said body and extending beyond a wallthereof to the exterior thereof and control cables connected to saidshaft at a point outside of said body, and a direct operating connectionbetween said control bridge and said transverse shaft, passingtransversely through said partition.

15. In an aircraft, the combination of a body or fuselage having apartition therein,

and a pilots cockpit arranged adjacent one side of said partition, adirect control mechanism mounted within said cockpit and adapted to beengaged by the pilot, an intermediate control mechanism carried by saidbody on the opposite side of said partition from said direct control,said intermediate control including a shaft extending through and beyonda wall of the body to the exterior thereof, control cables connectedwith the extended terminal of the shaft and a direct operativeconnection between said control mechanisms passing through saidartition.

16. In an aircraft, the combination of a control surface, an aircraftbody or fuselage having a transverse artition therein and having apilots cham er adjacent said partition, a control member mounted withinsaid chamber, a control mechanism mounted adjacent said partition, buton the opposite side thereof from said control member, said controlmechanism having control cables leadin therefrom to the controlsurfaces, operative connections passing through said partition andconnecting wit both the control member and said control mechanism,whereby said control mechanism, including the control cables, are allexteriorly arranged with respect to said pilots chamber forthe purposeset forth.

In testimony whereof I aflix my signature.

HENRY K'LECKLER.

